Compensating valve.



S. G. NEAL.

COMPENSATING VALVE.

APPLICATION FILED JAN/0,1913

189,574 Patented Mar. 10, 1914 inname.

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SPENCER G. NEAL, DF LOS ANGELES,' GALIEOBN'IA, y.ASSIG-If'lit T0 UALIFORNIA -VALV-E AND AIR'BRAKE COMPANY, 0F LOS ANGELES, CALIFORNIA, Af CORPGRATIONF CALIFORNIA.

COMPENSATING VALVE.

Specification of Letters' Patent.

Patented Mar. 10,11914.

appiication mea January so, 191s. serial 15:0.'745302.

To all 'whom it may concern:

Be it known that ll, SPENCER G. NEAL, a citizen of the United States, residing in the city of Los Angeles, State of California, have invented a new and useful Compensating Valve, of which the following is a specification.

The compensating valve which forms the subject matter of this invention-is Vadapted to a great variety of uses but is more particularlyiintended as a means for regulating the supply of air under pressure to air braking systems fdr railways.

lln Patent No. 961310 issued jointly to myself and J. ML Childress', June 14th, 1910, we described an engineers valve comprising a compensating valve which performs all the functions of the valve to which the present invention pertains, but by a less simple construction. ln Patent No. 961320 issued jointly to myself and -W. H. Sheasby on the same date, said engineers valve is shown in a somewhat improved form. In the present application, however, there is a radical reconstruction of the compensating valve, the operating elements thereof embodying a very different idea-,of means and -greatly improving upon the structure shown in the two patents above referred to.

rlhe present invention has for its principal object the provision of a compensating valve that will not fail to maintain a prede* termined pressure'in the train pipe, such train pipe pressure in present practice being reduced (not maintained) when leaks occur in train pipes or fittings.

rllhis newly invented compensating valve operates in connection with, and readily responds to, the -pressure used and maintained in the equalizng reservoir, main reservoir and train pipe. It also is adapted to operate in connection with the engineers valve of present braking systems with but slight alteration of said valve. Moreover this compensating valve maintains any redetermined pressure in the tra-in pipe, uring service, lap and runningpositlons.

The feed valve now in general use is not capable of supplying a sufficient quantity of air under varying pressure to provide either for a moderate or for a heavy service application of the brakes'in conjunction with the triplevalves described in hereinbefore mentioned Patent 961320, which uses train pipe pressure solely for all-service applications. The feed valve in use at the present time is capable offurnishingair to the train pipe in moderate quantities only, and only during such time as the englneers valve is in running position. This newly invented compensating valve, compensates for loss of air through train pipe leaks or requirements therefrom during service, lap, and running positions.

The .invention consists in the various parts, combinations of parts and details of construction, all of which will be'definitely pointed out' in generic and also in more specific claims. i

Referring to the accompanying drawings which illustrate the invention: Figure l is a diagrammatic View illustrating-.the application 'of newly invented compensating Valve to a well known air braking system. Fig. 2 is a View, the sectioned part of which illustrates certain changes in a well known engineers valve to adapt the same to cooperate with the compensating valve, which forms the subject matter of this invention.

,Fig 3 is a vertical mid-section of the compensating valve. ll? ig. 4 is alike mid-section of said compensating valve, the valve operating parts being shown in a different position. Fig. 5 is a plan view of a disk, which is inserted in the well know-n braking valve to adapt same to coperate with this compensating valve.

Referring in detail to the drawings: 1 is the compensating valve, (see Fig. 1.) 2 the engineers valve and 3 the main storage reservoir for supplying braking air tothe train. 4 is the Well known main supply pipe leading from the storage reservoir 3 t0 the brake valve 2, and 5 is the well known branch of the train pipe leading from the brake valve to the main train pipe 6. -Pipe l may be provided with the well known cut-off valve 7. The brake valve 2 is connected with the usual equalizing reservoir 9 by means of an equalizingv pipe 11. Pipe 5 is provided with valve 8. In order" to connect the compensating valve 1 with these Well known parts, a supply pf e 12 is run from the reservoir pipe 4 to t e compensating' valve 1, said pipe 12 being provided with a cut-olf valve 14; and an 'equalizing reservoir pipe 15 is run from the compensating valve 1 to the equalizing reservoir 9 or to the pipe 11, which is in communication with said equalizing reservoir 9. Said pipe 15 is provided with a cutoff valve 16. Pipe 17 is also added to connect the compensating valve 1 to the main train pipe 6; said pipe 17 preferably being furnished with a cut-ofrn valve 18..

The braking apparatus which has been described relates to theV engine only, and it is to this part of the braking apparatus of the train that this invention pertains, but in practical operation the braking action on each car of the train is effected. -Referring-nowmore particularly to Fi 2, this view shows the well known engineer s brake valveY altered somewhat in the sectioned portion to adapt same to coperate with this compensating valve.` 22 is the usual train pipe piston chamber, the piston being removed therefrom and a combined metallic and leather gasket or disk 23 being placed over said chamber' to make an air tight seal between the equalizing chamber 24and said train pipe chamber 22. The reason for inserting said gasket 23 is that the well known piston (not shown) which ordinarily occupies chamber 22'would not make an absolutely air tight closure. The main reservoir supply passage 25, the train pipe supply passage 26, the equalizing discharge valve outlet 27 and the train pipe connection 28 are not altered from the standard equipment except that the valve outlet 27 is sealed by a plug.

Referring now in detail to the construction of the compensating valve, shown in section in Figs. 3 and 4, the casing for said valve preferably comprises a spacing ring 3l, an upper cap 32 and a lower cap 33, said caps 32 and being clamped against opposite sides of said ring 31 by means of bolts 34 having nuts 35. The inner peripheral portion of the chamber formed by said ring and caps is provided with two tapered recesses 36 and 37 to provide for the proper operation of the diaphragme 38 and 39,

which are respectively placed next to theupper cap 32 and lower cap 33. Between said diaphragm 38 and 39 is placed a hollow spacing device 41 having a threaded upward extension 42, around which the diaphragm 38 extends, the diaphragm' supporter or clamping nut 43 being screwed upon said extension to hold said diaphragm 38 in place. The lower diaphragm 39 likewise is fitted around a threaded extension 44 and is held in place by a lower clamping nut 45. From pipe 12, already referred to, the fluid pressure supply enters the hollow spacing device 41 through a passage 46 formed in the ring 31. Said passage 46 vleads to an annular chamber 47, which is connected by ports 48 with a central chamber 49, and from said central chamber 49 an outlet passage 51 leads to the train pipe supply valve 52. Said train pipe supply valve 52 is formed on the upper end of the stem 53, the train pipe release valve 54 being formed on or carried by the lower end of said stem 53. Valve cage 55 is screwed on -to an externally threaded boss 56 projecting from the lower side of the spacer 41. Said valve cage 55 is provided with a seat 57 with which the valve 52 coperates, there being outlet passages 58 beneath said seat to admit the air to a train pipe chamber 59 formed within the lower portion of the cap 33. The release valve 54 carried by the lower end of 'stem 53 coperates with the valve seat61, preferably formed on the upper end of an externally threaded bushing 62; said bushing forming the outlet port or passage 63 within which plays the winged extension 64 of said release Valve 54. Above the hollow spacer 41 is an equalizing chamber 65 which communicates through pipe 15, already referred to, with the equalizing reservoir 9. Located centrally in the top plate or cap 32 is an adjusting screw or stop 66, which limits the upward movement of the spacer 41, and operating parts connected with said spacer. Said adjusting screw 66 is preferably secured in the adjusted position by a lock nut 67. The train ipe chamber 59 of the compensating va ve is connected by av pipe 17 with the main train pipe 6.

`Referring to Fig. 5, the disk 23 shown in Figs. 2.and 5 isv provided with an aperture 25"* registering with the supply passage 25 and with an aperture 26?... to register" with the train pipe supply passage 26. The disk 23 is also provided with the well known equalizing lpassage 68. Said openings 25a, 26a and 68, through the disk 23, furnish outlets to all the passages of the well known engineers brake valve, the piston chamber alone being closed at its upper end and thereby separated from the chamber 24.

Operation: Before describing Vthe operation it should be remembered that this compensating valve performs all the functions of the equalizing discharge valve and its piston (said pistonA being dispensed with and removed from the piston' chamber 22 of the engineers valve, as already stated) and in addition to such functions this compensating valve performs certain other functions which vwill hereinafter be described. The engineers valve proper will perform all of its well known functions and maintain its various positions as before, viz., full release, running, service, lap and emergency positions.

With the use of the triple valves described in Patents Numbers 961,310 and 961,320 hereinbefore referred to, a graduinseam ated release is obtainable byv raising the; train pipepressure to any desired amo-unt, which is adcomplished by placing the brake the triple valve of the above mentioned patents to effect a graduated release of the brake cylinder pressure; or in other words,

partially releasing the air pressure from the brake cylinders in proportion to the increase of train pipe pressure. Either of these positions would be a graduated release. The full release position would cause a quick graduated irelease and the running position a slow graduated release. Therefore with the useof said patented triple valves these positions would have to be designated as slow and fast graduated release positions.

The charging of the train pipe is caused, as is well known in present braking systems of the standard type, by placing the engineers valve in the full release position in order to quickly charge the train pipe, said engineers valve being placed at the running position, as in present practice, as soon as the desired maximum train pipe pressure has been obtained., YThe train pipe having` thus been charged to the required pressure, and the equalizing reservoir 9 also being charged to an equality with the train pipeI` pressure, the result will be that the pressure in the equalizing chamber 65 which is in communication with the equalizing reservoir `9, will be the same as the train pipe pressure in the train -pipe chamber 59 of the compensating valve, said chamber 59 bei'ng in direct communication with the train pipe through the pipe 17 With the pressure as just described, in order to make a reduction of the train pipe pressure, the biake valve 2 is placed in the-service position, thereby releasing air fromthe equalizing reservoir 9 to the atmosphere to any desired amount, and thusY through pipe 15 releasing the pressure in the equalizing chamber 65 of the compensating valve below the pressure in the lower train pipe chamber 59 of said compensating valve. The result of this change of pressure will be to allow the excess pressure in chamber 59 on the outer side of diaphragm 39 to raise the spacer 41 and parts connected therewith to the posi tion shown in Fig. 3, thus opening the release valve 5ft and venting train pipe air through the port 63. When the train pipev pressure in train pipe chamber 59 has thus been reduced beneath the pressure in equal izing chamber 65 said spacer 41 and the parts directly connected therewith will move back to the lap position, thus closing the relief valve 54 and cutting ofi further escape of train pipe air.

If instead of reducing the pressure in the equalizing reservoir, as has just been -described, the engineers valve was operated in such a manner as to raise the pressure in the equalizing reservoir 9, and therefore in the equalizing chamber 65 of the compensating valve, the result would be a reverse operation of the compensating valve, the pressure in equalizing chamber 65 exceeding that in train pipe chamber 59 and causing the valve seat 57 to descend from the supply valve 52, thereby opening said valve, as shown in Fig. 4i, and supplying air to the train pipe by way of branch pipe 17 which leads from the train pipe chamber 59 of the compensating valve. It is evident that any reduction of pressure in the train pipe chamber 59 will operate the compensating valve in the same manner as an increase of pressure in the equalizing chamber 65. Such reductic-n may be caused by leaks in the train pipe and also by the operation of the` triple valve of Patents' 961,310 and 961,320 to'supply the desired amount of air to the train pipe for service applications.`

The ability of this compensating valve to furnish air pressure to train pipe for all service applications when using the triplei valve just referred to eliminates entirely the necessity of the storage system, and also reduces the element of time for recharging of reservoirs in which pressure has been reduced by such service applications.

I claim:

1. A pressure compensating device coinprising a casing forming an air chamber, two diaphragms which divide said chamber into three compartments, means to connect said diaphragms together to move in unison, an air pressure supply communicating with the air chamber between said diaphragme, and an air feeding device located in one of the outer chambers, variation of' pressure in either of said outer chambers operating said device.

2. A pressure compensating device comprising a. casing forming an air chamber, two diaphragme which divide said chanr ber into three compartments, means to corr neet said diaphragms together to move 1u unison, an air pressure supply communicating with the air chamber .between said` diaphragms, and an air feeding device located in one of the outer chambers, decrease of pressure in the chamber which contains said air feeding device operating said device to feed air to such chamber.

4tlf-ln an air brake apparatus, the combinationof a main storage reservoir, a train pipe,a pressure-actuated valve to control communication between the train pipe and the main reservoir, valve-operating means to actuate said valve, said valve beingautomatically closed by the pressure of train l pipe air upon said valve-operating means,

Cil

and means tol admit and release iiuid pressureto said valve operating means to control the operation oi said valve, said valveoperating means comprising a double diaphragmon `the inner sides of which there is the same pressure and from. between the parts of which air is suppliedto saidvalve.

4. A pressure compensating device comprising a casing forming an air chamber, ltwo diaphragms which divide said chamber into three compartments, means to connect said diaphragms together to move iu unison, an airpressure supply communicating with the air chamber between said diaphragms whereby .the same pressure will be on lthe inner sides of the said diaphragms, an air feedingl device operatively connected with said diaphragme, there being an air feeding assage from the air-chamber between said-diaphragms to supply air to. said air feeding device, and means to vary duid pressure upon the exterior side of one ot said diaphragms to operate said air feeding device.

5. A pressure compensating device comprising a casing forming an air chamber, two diaphragme which divide said chamber into three compartments, means to connect said diaphragms togetherto move in Aunison, an air pressure sup ly communicating' with the air chamber etween said diaphragms, an air feeding device located in one of the outer chambers and means to vary the pressure in the opposite outer chamber yto operate said air feeding device.

6. A compensating valve for controlling trainv 4pipe pressures and comprisingl two diaphragme, means rigidl connecting said diaphragme with each ot er, a iuid pressure supply leading into a passage between said diaphragms, avvalve operated ly the movement ofs'aid diaphragme in one direction to permitan' to pass ifrom said passageto the train' ipe, and an independently controlled `lui pressure supply to vary the pressure uponone of said diaphragms to actuate the valve. v

7. In an air brake apparatus,thecombi nation of a main reservoir, a train pipe, an

lequalizing reservoir, a brake valvecontrolling communication between the storage reservoir and the equalizing reservoir and the ltrain pipe, a compensating valve comprising two diaphragme, means rigidly connecting said diaphragins together, means connecting the main reservoir to the space between said diaphragme, means delivering equalizing reservoirV pressurev against the outer side of one of said diaphragms, means delivering train pipe pressure against the with said 'iiaphragms noemer/4 outer side of the other diaphragm, valves actuated by the movement of the diaphragms and controlling communication hetween the main reservoir and the train pipe and 'between the train pipe and the atmosphere.

8. A pressure compensating device comprising a casing containing air chambers, two diaphragme which divide 'the space within said casingy into three chambers, the iuid pressure upon the inner surface of one of said diaphragms always being 'the same as the iiuid pressure upon the inner surface of the other diaphragm, means to connect said diaphragme together to move in unison, an air pressure supply communicating with the air chamber between said diaphragme, an air feeding device operatively connected there being an air passage to supply air rom the air chamber between said diaphragme to said air feeding device, and means to vary Suid pressure against the exterior side of one or" said diaphragme to operate said air feeding device.

9. An air brake apparatus comprising a main reservoir, an equalizing reservoir, a train pipe, a brake valve controlling communication between the said reservoirs and the train pipe, a compensating valve also controlling communication between the main reservoir and the train pipe and between the train pipe and the atmosphere, and means whereby pressure from the equalizing reservoir will control the movement of the compensating valve and place the train pipe in communicationwith the main reservoir or with the atmosphere in response to `variations in the pressures in said equalizing reservoir and the train pipe.

10. A compensating valve for controlling train pipe pressures comprising two diaphragms, means rigidly connecting said diaphragme together and forming a space between them, a fluid pressure supply leading into the space between said diaphragme, valves operated by the movement of the diaphragms in one direction to permit air to pass from between the diaphragms to the train pipe and operated by the movement oi' the diaphragms in the opposite direction to permit air to ass from the train pipe to atmosphere, and, an independently controlled fluid pressure supply acting on the.

outer side of one ci" said diaphragme, train pipe pressure acting against the outer side of the other'diaphragm.

il. Alpressure compensating device comprising a casing forming an air chamber, two diaphragms which divide said chamber into three compartments, means to connect said diaphragme together to move in unison, an air pressure sup ly communicating with the air chamber etween said diaphragms, an air feeding, device located in iiol ' one ofthe outer chambers, an airreleasing scribing witnesses at Los Angeles, in the device located in said outer chamber, and county oi Los Angeles and State of Ca1imeans to vary the pressure in the opposite fornia, this 25th day of January, 1913.

outer chamber to operate said air feeding SPENCER Ur. NEAL. e and air releasing devices. Witnesses:

In testimony whereof if have hereunto G. PIERCE,

signed my name in the presence of two sub- ALBERT H. MERRILL. 

